Combined v-type engine and magneto.



H. A. OGLESBY. COMBINED v-TYPE ENGINE AND MAGNETo.

' APPLlCAT'ION FILED APE. I4* 1917.

Patente 0t.22,1918;

UNITED STATES PATENT oEEIcE.

RICHARD A. OGLESBY, 0F SOUTH BEND, INDIANA, ASSIGNOR T0 QUICK ACTION IGNITION COMPANY, 0F SOUTH BEND, INDIANA, A CORPORATION OF INDIANA.

COMBINED V-TYPE ENGINE AND MAGNETO.

Specication of Letters Patent.

Patented Oct. 22, 1918.

Application lcd April 14, 1917. Serial No. 162,152.

To all whom z't may concern.' l

Be it known that I, RICHARD A. OGLESBY, citizen of the United States, residing at South Bend, in the county of St. Joseph and State of Indiana, have invented certain new and useful Improvements in Combined V- Type Engines and Magnetos, of which the following is a specification.

My invention relates to improvements in a combined V-type engine and magneto and it more especially appertains to the features pointed out in the annexed claims.

The purpose of my invention is to provide a direct connected magneto combined with a V type of multicylinder engine so that every portion of its cycle of rotating will be absolutely asynchronous with the movement of the engine crank shaft; that will provide a form of magneto whicheliminates all the usual com' lexitiesv of gear drive, etc., with its atten ant uncertainties of continuous operation: that in the main is assemblable from 'standard parts equally adaptable to other types of engines thereby securing great economies in production and precise definiteness of operat1on.

With these and other ends in viewI illustrate in the accompanying drawing such an instance of adaptation as will disclose the broad features without limiting myself to the specific details shown.

Fi re 1 is a front elevation showing the angu ar relation of the cylinders to the armature coils.

Fig. 2 is a side elevation showing the direct connected relation of the crank shaft to the magneto magnet.

Fig. 3 is a diagrammatic relation of the circuit connections;

Fig. 4 is an end elevation partly in `section showing the magnet-fly wheel relation to the amature, showing a lain central armature head common to bot magnets.

Fi 5- is an elevation showing all armature heads of the overhang type, the central head common to both magnets but with the ma ets at different angles from that shown in ig. 4. h

Fig. 6 is an enlarged elevation showing the relation of isolated armature magnets and heads.

Fig. 7 is a. lan view of the core and head portionsv of ig. 5.

In ordinary practice when engines are grouped at an angle 4to each other to form an N it is found exceedingly difficult to combine magnetos of the customary shuttle armature type to serve `such engines because of the unsymmetrical angular displacements between the cylinder axes and the extreme diliiculty in harmonizing the speed of such magnetos with the speed of V type engines. When the V angle is some odd value as 51 the difiiculty is practically insuperable. Even if .the recurrence of the magneto impulses are made to synchronize with the firing periods of, the interconnected cylinders the duration of such impulses in relation to the firing angle of the crank shaft becomes so small as to seriously reduce the effectiveness of the impulses. f

The difiiculty with the ordinary type of magneto lies in the fact that a symmetrical magnetic field in relation to the axis of rotation is used, the maxium inductionoccurring at each half revolution of the armature. Vith V type engines having the connecting rods of companion cylinders working on the same crank pin the .irregularity on firing sequence is related to extent of their angular variation. l

Various expediente have been devised to overcome these dilliculties by building degree armatures; shuttle armatures with alternate heads removed for one halt` of the core length; by arbitrarily shaping the heads so as to in some measure compensate for the irregularity otherwise present as a handicap. `With cylinders placed 90 degrees apart the diliculty is likewise serious because of the roduction of sparks in a pair of cylinders oes not occur at the moment of maximum induction and besides there is no opportunity to control the spark either to advance or retard the explosion. To` timethe spark recurrence with the firing points of the cylinders requires an excessive magneto speed or special construction at an excessive cost. Whatever resultssuch expedients accomplish they are limited to V type engines whose angle is a multiple of 36() degrees.

With an ada tation instanced in the accompanying drawing the difficulties recited disappear because the position ef independent coils is always asynchronous with the angular velocit of the crank pins of the engine shaft.v t is immaterial at what angle the various exigencies of practice or design may place'pairs of V type cylinders because ing hub 9 suiiiciently far to receive ily wheel hub 12 secured thereon in any suitable manner. The ily wheel rim 14 is connected to the hub 9 by a web 11. vWhen 'fly wheels are made of cast iron the magnet 17 shouldbe' supported sore distance away to avoid excessive leakage across its air gap or a magnetizing ring 16 must be interposed between it and the fly wheel rim or the adjacent portion of any other rotative member attached to the crank shaft 19A or one rotating at the same speed as such shaft.

The armature plate 6 in case of fixed ignition requirements may be secured to the engine casing 5 by means of'distance sleeves 7 or equivalent projections and screws 27. When variable ignition positions are to be served the plate 6 may be rocked around hub 9 to whatever degree is desired by link 36 shown in Fig. 6. This plate has a hub.8 which encircles'hub 9 and if desired may have a set or clamping screw adapted to engage the hub 9 instead of screws 27l to hold the plate in a xed position. Since this is no part of my present invention it is n ot shown. The plate 6 has posts 15 on which circuit breakers are pivoted. These com prise arms 32 and elastic members 34 secured to -hubs 31, coil springs in each case hold the members 34 against the contact screws of each primary circuit. The arms 32 are engaged by cam 33 attached to an annular plate 13 which encircles the hub 12 of the fly wheel.l

The plate 6 also carries the armature coils 18 and 19. These coils are entirely independent of each other, one being supplied for each leg of the V of the engine assembly. Inaddition condensers 35 are secured there'- onso that the entire plate can be handled 4as a unit in assembling or dismantlingan installation.

The cores and laminated` heads of the armature coils may be made separate as shown in Fig. 6 or they may have one head common to two coils as shown in Figs. 1, 4`

and 5. When central head has no projecting ends as 26 in Figs. 1 and 4 the outer heads have very long projections in order to pos1t1on the air gap in relation to the cylinders 1 and 2. f a central head is to also have projections as 23 in Fig. 5 3then the laminated cores 24 are built up as a part of the central head 23. The ends of cores 24 are lwidened out into heads 21 as shown in Fig. 7. When heads 21 are used at both ends of each coil as shown in Fig. 6 a half core 20 may project from each head or the entire core member may project from one head only, passing through the coil and into a recess of the other head. Where the parts are held together by any suitable means each unit coil with its core and heads is secured to plate 6 in any Way desired, a cavity is formed in the plate for each coil so as to provide clearance for the moving parts.

The field magneto 17 is provided with laminated pole ends22 secured to the su port 16 in close contact with the ends of t e magnet which is also secured on this su port. Armature coils 18 and 19`usual y comprise a (primary winding 28 and a secondary win ing 29. The latter is connected with spark plugs 30.

As this invention is of commanding importance its distinctive features are claimed 1n their broadest sense with a full inclusion of such modications as the exigencies of actual practice may demand.

1.`In V type' engines, suitable c linders disposed in pairs at an angle to eac other, a crankshaft, a casin therefor having bearings therein, a re atively stationary` armature support held in concentric relation to the main axis of the crank shaft, independent coils having suitable cores and heads attached to said support at such an angle to each other that their points of maximum induction cordinate with the angular position of the individual cylinders' of each pair to each other, and a ield magnet rotated by the crank shaftin working proximity to the coil heads.

2. In a combined m eto and internal combustion engine, a pair of cylinders disposed at an odd angl to each other, a crank shaft common to h cylinders, a casing therefor, bearings therein, a permanent field magnet having an air gap rotated by the shaf't asynchronously therewith, a relatively stationary plate supported adjacent the path of travel of the magnet, inde ndent coils having cores and heads secu to the plate and so disposed as to havetheir points of maximum induction cordinate with the angular position of the cylinders with. rev and the air gap of the isp ' cylin with the se uence or wenn in suitably supported by the Hy wheel, an armature support, independent coils thereon adapted to separately serve the cylinders on the .separate pairs independently of each other, cores and heads to the coil proportioned with respect to the air gap of the magnet and so placed with respect to ,angular disposition of the cylinders as to coordinate their points of maximum inductive effect with the successive firing periods of the c linders in proper sequence.

4. n internal combustion engines, a plurality of cylinders placed at an odd angle to eachother on a plane parallel to the movement of pistons therein,l a crank' shaft, a casin therefor serving as a base for the ers, pistons in the cylinders, connecting rods between the pistons and cylinders, means moving in angular synchronism with the crank shaft adapted to produce the explosion of fuel charges in the respective cylinders in orderly sequence, and means adapted to advance or retard the time of ignition of the charges without interfering the efficacy thereof whereby eact cylinder will be properly served independently of any other.

5. In internal combustion engines, a crank shaft, connections therefrom to a plurality of pistons, cylinders for the pistons placed at an angle to each other, a magnet mechanically actuated by the crank shaft the `same being adapted to progressively*` move a field of varia le magnetic flux in a rotary plane, and inductive means place within the path of travel of such flux said means being so cordinated asto serve the angular groups o-f the cylinders independently of each other with ignition currents in orderly sequence as theiiux is swept across the inductive means.

6. In internal combustion engines, a crank shaft, connections therefrom to the pistons of a plurality t angle to eachother with respect to the shaft, a field magnet rotated by the crank shaft while directly supported by said shaft the magnet being adapted to progressively move a iield of magnetic flux 1n a rotary plane,

, and inductive meansplaced within the path of travel of such flux' said means being so coordinated as to serve the angular groups of cylinders independently of each other in orderly sequence as the flux is swept across such means.

In testimony whereof I aiiix my signature in the presence of two witnesses.

RICHARD A. OGLESBY.

Witnesses:

A. L. AMsTUTz, N. S. AMsTUfrz.

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of cylinders placed at an 

